EFFICIENT BEAM DRIVE

Description

[0001] The invention relates to a module according to the preamble of claim 1 for mounting on the front of an engine or for integration into parts of a vehicle that are exposed to a flow. The invention further relates to a drive motor with this module and a method for generating thrust in which the module or the drive motor is used.

[0002] The invention is described using a propulsion system for commercial aircraft, but can generally be implemented for the propulsion of vehicles of any kind, including aircraft, land vehicles, and ships.

[0003] State-of-the-art jet propulsion systems use a propulsor to move air or water, generating a high-speed jet that is expelled backwards against the direction of travel. The propulsor is driven by a propulsion unit, which can be a gas turbine, an internal combustion engine, or an electric motor. According to general jet theory, thrust results from the difference in flow momentum at the boundaries of the jet propulsion system. This theory is based on Newton's laws of motion, and thus thrust arises as a reaction to inertial forces from the acceleration of stationary fluids. This is how vehicles are propelled.

[0004] The efficiency of jet propulsion systems is the ratio of thrust to power input. Thrust is the product of thrust force multiplied by the vehicle's velocity in the fluid. This power is required to move the vehicle through air or water. Power input is the input power to the propulsor's drive motor. This includes the mechanical shaft power for the propulsor; losses arise from waste heat and jet energy. Thermal losses originate from heat dissipation in the drive motor, while jet losses result from the kinetic energy in the propulsion system's downstream flow.

[0005] The state of the art for aircraft propulsion is described very comprehensively in the textbook "Aircraft Engines" by Willy J.G. Bräunling, Springer Verlag, 3rd edition, 2009. According to this book, the efficiency of such propulsion systems can be increased by improving the thermal efficiency of the engine (in commercial aircraft, this is a gas turbine) and by improving the propulsion efficiency of the jet engine. This requires, firstly, increasing the pressure ratio of the Joule cycle, which increases the thermal efficiency of the gas turbine; and secondly, increasing the mass flow rate, which reduces the jet velocity and thus the jet losses in the outflow, thereby improving the propulsion efficiency.

[0006] Both measures are effective in all jet propulsion systems and have been implemented in a variety of designs. Modern jet propulsion systems have now reached a very high level of development, and any further improvement can only be achieved with considerable effort.

[0007] A module with the features of the preamble of claim 1 is known from US patent US 2,696,953 A. Another module with airfoil elements contributing to the forward thrust of a streamlined body is described in US patent US 3,066,893 A.

[0008] The object of the invention is to provide an improved jet drive and an improved method for operating a jet drive.

[0009] This problem is solved by a module with the features of claim 1, a drive machine with the features of claim 6, and a method with the features of claim 13. Features that further develop the invention in an alternative or advantageous way are the subject of the dependent claims. The mean outer diameter of the static propulsor is smaller than a maximum outer diameter of the displacement body.

[0010] A method for increasing the efficiency of jet propulsion systems for vehicle propulsion is described, whereby the jet propulsion system "harvests" energy from a propulsion flow by A stationary fluid is displaced laterally by a fluid-dynamic displacement body VK, the displaced fluid is guided from the immediate vicinity of the jet drive into the interior of a static propulsor SP by means of a potential sink, the fluid flows over a number of static shear surfaces SFi, on the surface of which lift forces Fsi with a force component in the direction of travel are generated as a result of the flow, and the fluid is conveyed rearward from the interior of the static propulsor SP by a dynamic propulsor DP and accelerated rearward by means of a driven propeller P, consuming shaft power, and expelled as a jet against the direction of travel, the static pressure of the flow in the housing GH of the dynamic propulsor DP is reduced shortly before the propeller P by means of an inlet nozzle ED.

[0011] The displacement body has a fluid-dynamic effect, as it is specifically designed to displace, and in particular redirect, a fluid flow.

[0012] A device for increasing the efficiency of jet drives is further described, wherein three functional components are included in the jet drive and arranged successively from front to back: firstly, a displacement body VK, which displaces the fluid laterally; secondly, a static propulsor SP with one or more static thrust surfaces SFi, which draws the fluid from the environment from the outside to the inside; and thirdly, a dynamic propulsor DP with a driven propeller P and a housing GH, which conveys the fluid from the interior of the static propulsor SP and expels it rearward as a jet, wherein the inlet of the housing GH is designed as an inlet nozzle ED.

[0013] The thrust surface(s) can be held together into a unit, for example, by a frame-like structure such as rods or a plate support. This frame or structure allows the static propulsor to be connected to the displacement body on one side and to a thruster or a dynamic propulsor (DP) on the other. Within this structure, at least one thrust surface can be tilted relative to the chord line of its airfoil, enabling its airflow direction to be adjusted to the cruising speed.

[0014] Furthermore, the displacement body VK is revealed as a component of an aircraft, for example as part of the fuselage, or as part of a wing, or as part of an engine nacelle.

[0015] Furthermore, the displacement body VK is revealed as a component of a ship, for example as part of the hull, or as part of a wing, or as part of an engine nacelle.

[0016] Furthermore, the displacement body VK is revealed as a component of a land vehicle, for example as part of the body, or as part of a wing, or as part of an engine nacelle.

[0017] Also described is a static propulsor for a displacement body VK, which has several aerodynamically profiled shear surfaces SFi arranged one behind the other, whose profile sections are arranged such that the high-pressure side of the profile points rearward and outward, that the low-pressure side of the profile points inward and forward, and that the profile chord is inclined forward in the direction of travel.

[0018] The shear surfaces SFi of the static propulsor can be designed as ring-shaped support surfaces and arranged concentrically one behind the other.

[0019] The thrust surfaces SFi of the static propulsor can be designed as circular segments or as wing sections and / or embedded in the outer wall of a vehicle.

[0020] The displacement body may also have a gas turbine installed, wherein the displacement body may have an inlet opening with a subsequent diffuser for the working air of the gas turbine, and the gas turbine drives one or more dynamic propulsors.

[0021] The gas turbine can therefore be used in front of ( Fig. 5 ) or behind ( Fig. 8 ) be built into the dynamic propulsor.

[0022] Instead of a gas turbine, an electric motor, for example, can also be used to drive the propulsor (or propeller), whereby the electric motor and associated energy sources, such as batteries, can be arranged in the displacement body. The device and method according to the invention are described in more detail below with reference to specific embodiments schematically depicted in the drawings, and further advantages of the invention are also discussed. Specifically, the drawings show... Fig. 1: Illustration of a flight maneuver to explain the new principle of "Aerodynamic Energy Harvesting" (AEH); Fig. 2: Illustration of a jet propulsion system according to the invention with the three assemblies "displacement body" (VK), "static propulsor" (SP), and "dynamic propulsor" (DP); Fig. 3: Illustration of the flow field in the vicinity of the new jet propulsion system with the five zones: A = bow wave, B = displacement, C = potential sink, D = backflow, and E = free jet. Fig. 4: Illustration of the force transmission resulting from the interaction between the flow field and the jet propulsion system with the dominant force mechanisms in all five zones of the flow field, namely A = pressure forces, B = frictional forces, C = lift forces, D = inertial forces, and E = shear forces. Fig. 5: Illustration of an aircraft engine with a gas turbine GT as the drive engine for the propulsor and air supply via a primary mass flow M1 and a secondary mass flow M2.Fig. 6: Illustration of an aircraft propulsion system with an electric motor as the drive unit for the propulsor and accumulators in the displacement hull for power supply. Fig. 7: Illustration of a jet propulsion system for an aircraft in which the complete fuselage with the payload forms the displacement hull. Fig. 8: Illustration of the device for retrofitting turbofan engines to increase efficiency using AEH.

[0023] Harnessing propulsion energy from an current is as old as the sailboat or the glider. Both move without combustion engines, deriving their propulsion energy directly from atmospheric currents. Commercial aircraft utilize wind in the jet stream, thus shortening travel time. Without a jet stream, the aircraft requires more energy to cover the same distance.

[0024] The undisputed masters of energy extraction from a current are birds, and here especially the albatross, which has mastered dynamic soaring flight and is able to fly thousands of kilometers around Antarctica without a single wingbeat. In fact, these birds' energy consumption is lower in flight than when incubating eggs, because incubation requires heat for the eggs, and this represents an energy loss for the incubating bird.

[0025] Birds are evidently able to harvest energy from the atmosphere, enabling them to achieve technically unparalleled feats of flight. The word "harvest" means "to obtain a yield after sowing." The farmer sows a grain and harvests an ear. If the ear bears 20 grains, then the yield factor is 20. For a single grain in the field, the ear yields 20 grains. The yield factor is greater than one, and the effort has paid off.

[0026] The albatross uses this general principle in dynamic soaring flight. It expends a certain amount of energy on a flight maneuver that gains more energy from the shear flow over the ocean than it expends. The energy return from the flight maneuver is greater than one, and so the bird flies in endless arcs up and down above the waves of the stormy sea.

[0027] The dynamic soaring flight of the albatross over the Southern Ocean holds the key to increasing the efficiency of jet engines for vehicle propulsion. The core idea of ​​the invention is based on "Aerodynamic Energy Harvesting" (AEH), which is the extraction of energy from the airflow surrounding the vehicle. Every bit of energy that a jet engine can harvest from the atmosphere in this way improves the engine's efficiency and saves fuel.

[0028] The invention solves the problem of harvesting energy for aircraft propulsion from the flow induced by the jet engine itself. This is similar to the self-induction of electric currents in coils: the current induces a magnetic field around the coil, which in turn induces a current in the coil. In the case of AEH, the engine induces a flow that increases the thrust of the engine.

[0029] The AEH principle is explained below.

[0030] When air flows around a body, aerodynamic forces are created that can lift a load or pull a vehicle. Propellers pull an airplane through the air, and wings lift it. Without propellers, it doesn't move forward; without wings, it doesn't rise; and on the moon, it can't fly because there's no atmosphere.

[0031] The interaction between thrust and lift when accelerating an aircraft from a low speed v0 to a higher speed v1 is complex. Figure 1 The diagram shows an aircraft in steady-state cruise flight, where lift and weight, as well as thrust and drag, are in equilibrium. The state of motion is steady, without acceleration. Lift is always greater than drag, and the glide ratio is always greater than one, which is lift divided by drag. Modern commercial aircraft achieve values ​​of 15 to 20, and high-performance gliders even up to 70. A "lever principle" therefore exists between the wing and the propulsion system, because with a glide ratio of 20, only a single unit of thrust is needed to lift 20 units of weight.

[0032] The aircraft in Figure 1The aircraft is now accelerated from v0 to v1. Lift and drag increase with the square of the speed. The thrust must compensate for the increased drag, but the wing only needs to support the weight, which (almost) remains unchanged during this maneuver. Without any control input, the aircraft begins to climb until the airflow over the wing has rotated sufficiently for the lift to equal the weight. The airflow then slows the wing's angle of attack, reducing the lift coefficient, and the aircraft climbs. At the new speed v1, the aircraft is again in a steady state, but now climbing with horizontal speed v1x and vertical speed v1y. All aircraft react in this way.

[0033] To reach horizontal velocity, the propulsor must reduce its power by Δ P thrust increase. However, since the aircraft is now climbing, the wing also provides the lifting power Δ. P HubThe aircraft is attached to the Earth's gravitational field and lifts it upwards. Because the glide ratio is greater than one, the gain in potential energy from the work done to generate lift is greater than the effort required for the additional thrust, and the energy return is greater than one. The aircraft "invests" thrust power and "reaps" more lift power than it inputs. This gain in potential energy can then be converted into speed and distance during the descent. This is how albatrosses fly.

[0034] Only basic knowledge of flight mechanics is needed to demonstrate that the lift generated during this maneuver is always greater than the additional thrust required for the higher speed. The leverage effect between the wing and the propulsion system, via the glide ratio, results in a power-to-weight ratio greater than one. The wing "harvests" potential energy from the atmosphere, which can be used later. All aircraft derive some of the lift generated by their wings directly from the airflow around the wings, and all albatrosses fly thousands of kilometers on precisely this energy without flapping their wings.

[0035] Flight maneuvers after Figure 1These are fundamental to dynamic soaring flight. It requires a constant cycle of altitude gain and loss with changes in airspeed relative to the atmosphere, and with an energy recovery factor greater than one, the albatross can derive all the energy for its flight from the surrounding atmospheric flow. Its flight is an endless up and down with acceleration and deceleration in wide turns driven by the shear flow.

[0036] Model aircraft pilots are familiar with this principle and achieve speeds of up to 800 km / h with dynamic gliding models, using hand launches. They harvest all the propulsive energy for their flight records from a shear flow along the mountainside. The world record for jet-powered model aircraft is only 700 km / h, as that requires fuel from a tank.

[0037] The harvesting principle can also be used technically to power commercial aircraft. That is the subject of this invention.

[0038] The invention relates to a module for mounting on the front of an engine or for integration into parts of a vehicle exposed to a flow, comprising a fluid-dynamic displacement body VK with a longitudinal axis, and a static propulsor SP with a mean outer diameter, which static propulsor connects to the displacement body along the longitudinal axis opposite a drive direction and is rigidly connected to it, wherein the static propulsor has a plurality of airfoil elements SFi, the respective cross-section of which has an airfoil profile, wherein airfoil chords of the airfoil profile are oriented obliquely to the longitudinal axis, and wherein an airfoil chord is defined as a connecting line between an airfoil leading edge and an airfoil trailing edge.

[0039] The mean outer diameter of the static propulsor is calculated either by averaging its outer diameter profile over the longitudinal axis, or by averaging its largest and smallest outer diameters.

[0040] In a further embodiment of the invention, the displacement body and the wing elements are rotationally symmetrical with respect to the longitudinal axis and arranged concentrically to each other.

[0041] In a further embodiment of the invention, the wing elements are formed in a continuous or sectionally annular shape.

[0042] In a further embodiment of the invention, the displacement body and the static propulsor are designed symmetrically with respect to a longitudinal plane, in particular wherein the wing elements are plate-shaped or wing-shaped.

[0043] In a further embodiment of the invention, the displacement body is designed as the hull of a vehicle, in particular an aircraft or ship.

[0044] The invention further relates to a drive motor for propelling a vehicle in a fluid, such as water or air, comprising a module according to claim 1. The fluid-dynamic displacement body VK has a longitudinal axis. The static propulsor SP has a mean outer diameter, which static propulsor connects to the displacement body along the longitudinal axis opposite a drive direction at the point where the displacement body has its largest outer diameter. The displacement body is rigidly connected to the static propulsor.The propulsion machine comprises a dynamic propulsor DP, which is connected to the static propulsor SP along the longitudinal axis opposite to the direction of propulsion and is rigidly connected to it, wherein the static propulsor has a plurality of airfoil elements SFi, the respective cross-section of which has an airfoil profile, wherein the airfoil chords are oriented obliquely to the longitudinal axis, wherein an airfoil chord is defined as a connecting line between an airfoil leading edge and an airfoil trailing edge, and wherein the dynamic propulsor DP has a housing with at least one propeller P.

[0045] In a further embodiment of the invention, the displacement body, the wing elements and the housing are rotationally symmetrical with respect to a longitudinal axis and are arranged concentrically to each other.

[0046] In a further embodiment of the invention, a mean outer diameter of the static propulsor is smaller than a largest outer diameter of the displacement body, and larger than a largest outer diameter of the dynamic propulsor.

[0047] In a further embodiment of the invention, the wing elements are formed in a continuous or sectionally annular shape.

[0048] In a further embodiment of the invention, the displacement body VK has inside it a gas turbine for driving the at least one propeller, a fuel supply for the gas turbine, and on its surface an opening for an oxygen supply for fuel combustion in the gas turbine, wherein the gas turbine is connected to the at least one propeller via a shaft extending to the dynamic propulsor.

[0049] In a further embodiment of the invention, the displacement body VK has an electric motor inside it for driving the at least one propeller, and in particular an accumulator, wherein the electric motor is connected to the at least one propeller via a shaft extending to the dynamic propulsor.

[0050] In a further embodiment of the invention, the dynamic propulsor has an inlet nozzle.

[0051] The invention further relates to a method comprising the following steps: Displacement of a fluid mass flow with the fluid dynamic displacement body (VK) of a module according to claim 1 or a drive machine according to claim 6, flow of the displaced fluid mass flow into a static propulsor of the module or the drive machine, and generating a force on the wing elements by a pressure difference on the surfaces of the wing elements exposed to the flow, wherein the force has at least one component pointing in the direction of propulsion.

[0052] In a further embodiment of the invention, the method comprises the following additional steps: Outflow of the displaced fluid mass flow from the static propulsor, inflow of at least the displaced fluid mass flow into a dynamic propulsor of the drive machine, and acceleration of the fluid mass flow flowing into the dynamic propulsor by means of at least one propeller, and release of the accelerated fluid mass flow as a free jet to the environment.

[0053] Figure 2 Figure 1 shows a first embodiment of the jet propulsion system according to the invention with its three main components, namely the displacement body VK, the static propulsor SP and the dynamic propulsor DP.

[0054] The displacement body (VK) pushes air aside, creating space for the flow-enhancing body, almost as if drilling a hole in the air. The aircraft then acts like a tunnel boring machine, behind which a tunnel repeatedly collapses.

[0055] The static propulsor SP generates thrust from lift forces acting on a number of rigid and / or adjustable thrust surfaces SFi, i = 1 to n, which are designed as annular airfoils and arranged concentrically one after the other behind the displacement body. The cross-section of these annular wings shows an aerodynamically effective and cambered profile, the chord of which is inclined at least partially forward in the direction of flight (at a thrust surface angle relative to the direction of travel). The low-pressure side of the profile always faces forward, and its high-pressure side faces aft. Five rigid thrust surfaces are shown as annular wings; a sixth rigid thrust surface is the housing GH of the dynamic propulsor.

[0056] Shear surfaces are airfoil elements whose cross-section has an airfoil profile. According to established aerodynamic principles, the chord line is defined as the line connecting the leading edge of the airfoil and the trailing edge.

[0057] The dynamic propulsor DP contains the propeller P, driven by a drive motor AM, within the housing GH. The propeller draws air from the interior of the static propulsor SP and generates a jet that exits the drive unit to the rear. The inlet to the housing GH is designed as an inlet nozzle ED. The plane of rotation of the propeller P is located downstream of this nozzle.

[0058] The displacement body has the largest outer diameter da, which is preferably larger than the outer diameter of the largest thrust surface 1. All subsequent rigid thrust surfaces preferably have a smaller outer diameter di than the preceding one. The mean outer diameter of the thrust surfaces is formed either as the average of all outer diameters or as the average of the outer diameters of the smallest and largest thrust surfaces (in Examples 1 and 5). Preferably, the outer diameter dm of the propeller housing GH is smaller than the outer diameter of the last thrust surface of the static propulsor SP. The jet at the outlet of the dynamic propulsor has the diameter dx.

[0059] This arrangement allows energy to be harvested from the propulsion flow.

[0060] Figure 3This shows the flow field induced in the surroundings of the jet engine as it travels through a fluid, e.g., air. The diagram shows the ground view, in which the engine moves from right to left through still air at velocity v.

[0061] The propeller pumps air from inside the static propulsor to the rear, where it exits the housing as a jet at velocity c. Because air is now missing inside, new air flows in from outside between the static thrust surfaces into the interior of the static propulsor and is then forced back into the jet by the dynamic propulsor. This creates five local zones in the flow field around the jet engine, which move through the atmosphere together with the engine. a) Bow wave: This is the area in front of the displacement body where the air already "sees" it, and the pressure in the flow field increases due to the stagnation effect. The stagnation effect then induces a lateral displacement flow, and the air moves away from the displacement body. Part of the drag that the thrust must overcome originates from the stagnation effect. b) Displacement: In this area, the air is pushed aside by the displacement body and carried along in the direction of travel by friction at the surface. A boundary layer forms where air particles adhere to the wall and acquire the same velocity as the displacement body. This creates an energy flow. ėfrom the fluid body into the boundary layer. The energy loss of the body is an energy gain of the boundary layer, and near the wall, a flow develops in the direction of travel. The frictional forces act against the direction of motion and must be overcome by the thrust. c) Potential sink: This is the area where displaced air "plunges" into the static propulsor at an angle of inflow. The thrust surface angle of the thrust surfaces is adapted to the inflow angle. The inflow angle can also be adapted to the thrust surface angle, e.g., by appropriately shaping the displacement body. Because air is forced from the interior of the static propulsor rearward into the jet, a low-pressure zone is created, which is filled by the inflow of displaced air from the surroundings. This air flows into the spaces between the static thrust surfaces and, due to the aerodynamically effective profiles, creates an asymmetric pressure distribution there.This creates a lift force on the thrust surfaces, similar to the wings of an aircraft. Because the static thrust surfaces move through the air with the aircraft, this lift force "harvests" additional energy from the propulsion flow. This works analogously to the flight maneuver described in [reference to a specific example]. Figure 1, but now horizontally and not vertically. The energy harvested from this process saves fuel and increases the efficiency of the propulsion system. d) Return flow: This is the area where the hole in the air closes again, where the "tunnel" that the propulsion system has drilled into the atmosphere collapses. The static pressure rises again on the outside of the propeller housing GH. Because the inlet of this housing in front of the propeller P is designed as an inlet nozzle ED, an asymmetrical pressure distribution also occurs on the housing surface. The integration of this pressure distribution results in a thrust component in the direction of travel, with a harvesting effect. This is analogous to the thrust surfaces in the static propulsor. However, the main thrust component here comes from the acceleration of the air backwards into the jet at the outlet of the dynamic propulsor DP. This requires shaft work, which is supplied by the propulsion engine AM.e) Free jet: This is the area behind the jet engine where ambient air is drawn in at the jet boundary. This creates a free jet with an additional transport flow of air from near the jet boundary. The inertial forces of this transport flow act upwards along the jet to the rear of the rotating propeller blades in the housing of the dynamic propulsor.

[0062] In the flow field, the interaction between the air and the components of the jet propulsion system generates effective forces both in the direction of travel and against it. The dominant force component in the five zones is based on different physical mechanisms. This shows Figure 4 . a) Bow wave: In this area, pressure forces from the stagnation effect act against the direction of travel. They form part of the drag forces from the flow. b) Displacement: In this area, frictional forces act in the boundary layer. Frictional forces slow the vehicle and accelerate the air in the direction of travel. This results in an energy flow from the vehicle into the boundary layer. c) Potential sink: Here, the pressure gradient from a potential difference between the interior of the static propulsor and the immediate surroundings acts. The pressure is lower in the interior, and an inward flow develops around the thrust surfaces. At each individual static thrust surface SFi, a lift force Fsi is generated with a force component in the direction of travel. The sum of all these force components provides the additional thrust component induced by the propulsion flow itself.The jet propulsion system harvests energy from the flow, as the static thrust surfaces move through space with the jet propulsion system. The harvested power is "force times velocity." It follows that the energy share from the harvested flow increases with the speed, thus increasing the efficiency of the propulsion system as speed increases. No other known jet propulsion system can achieve this. d) Backflow: Here, the static pressure forces act on the surface of the housing. Due to the inlet nozzle in front of the propeller, its integration over the housing surface results in a thrust force in the direction of travel, just as with the static thrust surfaces in front of it. However, the main component of the force originates from the inertial forces resulting from the acceleration of the flow by the propeller. As Newton's law explains, the thrust force Fp is generated at the propeller as a reaction to the backward-accelerating air mass flow.All known jet propulsion systems utilize this force mechanism according to the state of the art. However, this method cannot harvest energy from the flow because the propeller must be driven, consuming shaft work. e) Free jet: Here, shear forces act at the jet boundaries, accelerating air from the jet environment backwards. This results in an upward jet reaction in the direction of travel, extending to the trailing edge of the rotating propeller blades.

[0063] In all known jet propulsion systems according to the state of the art, thrust arises solely from inertial forces according to Newton as a reaction to the acceleration of the air mass flow against the direction of travel.

[0064] In the jet propulsion system according to the invention, the air is first displaced laterally and then, coming from the side, is directed over the static thrust surfaces to the propeller. This generates lift on the thrust surfaces, with an additional force component in the direction of travel, and thus saves fuel.

[0065] Here, the thrust originates from two sources: firstly, inertial forces in response to the acceleration by the rotating propeller, which requires wave work, and secondly, lift forces at the thrust surfaces of the static propulsor, which requires no wave work. The lateral flow at the static thrust surfaces generates a force acting in the direction of travel, just like a sailboat sailing close-hauled. Sailboats cannot sail directly upwind, but they can tack. For this to happen, however, the wind must be coming from the side, not from the front. The new jet propulsion system uses the displacement hull to laterally shift the direction of the flow approaching the static propulsor. This creates lift forces with a component in the direction of travel, and only these forces can extract energy from the flow. Current jet propulsion systems cannot achieve this.

[0066] Figure 5As a further embodiment, the diagram shows an aircraft propulsion system in which the propulsor is driven by a gas turbine (GT). It is installed in the displacement hull and receives the primary mass flow M1 from the front, in the direction of travel. An inlet diffuser increases the static pressure to improve the efficiency of the Joule cycle. The diagram shows a twin-shaft turbine that drives the propeller via a shaft in a shaft tunnel. The propeller delivers the secondary mass flow M2, which enters laterally from the surrounding environment via the thrust surfaces of the static propulsor. This architecture closely resembles modern turbofan engines with a hot primary mass flow through the core engine and a cold secondary mass flow in the bypass airflow of the engine. However, in this case, the fan rotor is no longer in the airflow but is supplied from an inlet nozzle that receives its inflow from the laterally offset displacement flow.The fan rotor remains in the slipstream of the displacement hull, and its airflow is decoupled from the forward slipstream. This avoids transonic airflow over the fan blades during cruise flight at Mach 0.85 and reduces the resulting losses.

[0067] Figure 6 As a further embodiment, the diagram shows a jet propulsion system in which the propulsor is driven by an electric motor (E-MOTOR), which in this case draws its energy from accumulators (AKKU). Both are again installed in the displacement hull, as there is sufficient space there. Due to the higher efficiency, the propulsion system requires fewer batteries than before, and the takeoff weight decreases while maintaining the same flight performance. This makes it possible to realize electrically powered aircraft sooner than previously anticipated.

[0068] Figure 7Figure 1 shows a further embodiment of the new jet propulsion system mounted behind the fuselage of an aircraft. In a module consisting of a displacement body and a static propulsion unit, the displacement body is, in this case, the fuselage of the aircraft. The displacement body of the propulsion system now forms the entire fuselage for the payload. This allows the propulsion system to disappear into the slipstream of the fuselage, reducing the projected drag area of ​​the aircraft and increasing the glide ratio. This saves fuel. Because engine nacelles no longer have to hang in the slipstream, the wings are relieved of their load, and the structural weight can be reduced. Less weight saves fuel. All these measures increase the efficiency of the aircraft.

[0069] Figure 8 As a further embodiment, it shows the concept for improving state-of-the-art turbofan engines by modular retrofitting with the displacement body and the static propulsor. The upper part of Figure 8The diagram shows a well-known twin-shaft turbofan engine with one fan driven by the gas turbine GT. Such engines can be described in the lower part of... Figure 8 Retrofit the engine with the module consisting of the displacement body VK and the static propulsor SP. These are mounted in front of the intake and are permanently connected to the engine. The dynamic propulsor DP then forms the complete fan engine, driven by the gas turbine. This allows the efficiency of existing engines to be increased retroactively, as they can then harvest energy.

[0070] All examples were explained using aircraft propulsion systems, with air as the medium. With the new jet engine, "aerodynamic energy harvesting" makes it possible to propel aircraft, independent of wind shear over the ocean. Every bit of energy harvested from the airflow saves fuel. This requires only three steps: 1. Lateral displacement of air in front of the aircraft by a displacement body. 2. Lateral supply of air via the thrust surfaces of a static propulsor using a potential sink. 3. Acceleration of air against the direction of travel by the dynamic propulsor using a driven propeller.

[0071] These three steps are always necessary, although the design of the components may vary depending on the vehicle and application.

[0072] The displacement body can be the entire vehicle, or just a part of it, such as the fuselage, a wing section, or an engine nacelle. Its cross-section can be any shape: circular, angular, square, elliptical, or oval. It should have a low drag coefficient (Cd), but that's obvious.

[0073] The thrust surfaces of the static propulsor are depicted as ring-shaped wings with curved airfoil sections whose chord is inclined forward in the direction of flight. This is necessary for generating lift with a force component in the direction of travel. Ring-shaped thrust surfaces are optional. Depending on the size and position of the propulsion system, the static propulsor can also be integrated into the side of a vehicle, either in the fuselage or the wing. In this case, the thrust surfaces are formed from circular segments or straight wing segments. The position of the high-pressure side of the airfoil section is crucial; it always points outwards and rearwards, while the low-pressure side points inwards and forwards. The angle of inclination of the airfoil chord relative to the direction of travel depends on the airspeed. Adjustable airfoil segments within the thrust surfaces of the static propulsor are also conceivable.

[0074] The harvesting principle can also be used in water, then it is called "Hydrodynamic Energy Harvesting", and it saves fuel when propelling ships.

[0075] Energy harvesting is currently unknown in jet propulsion systems.

[0076] It is understood that the figures shown and explained above only schematically represent possible examples of implementation. Abbreviations and symbols

[0077] UH Aerodynamic Energy Harvesting AM drive motor A pa Axial projection surface for high external pressure A pi Axial projection surface for low internal pressure c jet velocity d diameter there Outer diameter of the displacement body di Outer diameter of a shear surface (i = 1 to n) d G Outer diameter of the dynamic propulsor dx Jet diameter at the engine outlet DF Diffuser (Channel K 01 ) DPdynamic propulsor ė Energy flow ED inlet nozzle F i Thrust force i F p Thrust from propulsor F si Thrust from static shear area (i = 0 to n) GH Housing GT Gas turbine HEH Hydrodynamic Energy Harvesting ia Front side of a shear surface i or VK or GH ib Back side of a shear surface i or VK or GH K ij Channel (i = 0 to n-1, j = i + 1) M Mass flow M 1 Primary mass flow M 2 Secondary mass flow P Propulsor pa external pressure pi Internal pressure Δ P Hub Released lifting capacity Δ P thrust required thrust S i projected chord length of a profile i SF static shear surface SF i individual shear surface from i = 1 to n SP static propulsor v cruising speed vx Horizontal velocity over ground vy Vertical speed during ascentv 0 Initial velocity v 1. Final speed V i Internal volume VK Displacement body angle

[0078] α i Profile tilt angle β a Slope of the outer guide curve β i Inclination of the inner guide curve β Fi Inclination of the line of force action Δ hkij Radial offset of the profile trailing edge Δ vkij Radial offset of the profile leading edge Zones of flow

[0079] Adraft wave Bdisplacement flow Cpotential sink Dreturn flow Efree jet Force effect of the flow

[0080] A Compressive force BR Friction force C Buoyancy force D Inertial force E Shear force

Claims

1. Module for attachment to the front of an engine or for integration into parts of a vehicle that are exposed to a flow, with • a fluid-dynamic displacement body (VK) with a longitudinal axis, and • a static propulsor (SP) with a mean outer diameter, which static propulsor adjoins the displacement body (VK) along the longitudinal axis in the opposite direction to the direction of propulsion and is rigidly connected to it, wherein the static propulsor has a plurality of wing elements (SFi), the respective cross-sections of which have an airfoil profile, wherein profile chord lines of the airfoil profile are aligned obliquely to the longitudinal axis, and wherein a profile chord line is defined as connecting line between a profile leading edge and a profile trailing edge, wherein the mean outer diameter of the static propulsor (SP) is smaller than a largest outer diameter (da) of the displacement body (VK), characterized in that the static propulsor (SP) adjoins the displacement body (VK) at the point where the displacement body (VK) has its largest outer diameter (da).

2. Module according to claim 1, wherein the displacement body and the wing elements are designed, with respect to the longitudinal axis, to be • rotationally symmetrical and • are arranged concentrically with respect to each other.

3. Module according to one of claims 1 to 3, wherein the wing elements (SFi) are designed to be circular in shape, either continuously or in sections.

4. Module according to claim 1, wherein the displacement body (VK) and the static propulsor (SP) are designed symmetrically with respect to a longitudinal plane, in particular wherein the wing elements (SFi) are plate-shaped or wing-shaped.

5. Module according to one of claims 1 and 4, wherein the displacement body (VK) is designed as the fuselage of a vehicle, in particular an aircraft or ship.

6. Drive machine for driving a vehicle in a fluid, such as water or air, comprising • a module according to claim 1 and • a dynamic propulsor (DP) having a housing with at least one propeller (P), wherein • the static propulsor (SP) adjoins the dynamic propulsor (DP) along a longitudinal axis in a drive direction and is rigidly connected thereto, and the fluid-dynamic displacement body (VK) adjoins the static propulsor (SP) in the drive direction and is rigidly connected thereto.

7. Drive machine according to claim 6, wherein the displacement body (VK), the wing elements (SFi) and the housing are designed, with respect to a longitudinal axis, to be • rotationally symmetrical and • are arranged concentrically with respect to each other.

8. Drive machine according to one of claims 6 to 7, wherein a mean outer diameter of the static propulsor (SP) • is smaller than a largest outer diameter of the displacement body (VK), and • is larger than a largest outer diameter of the dynamic propulsor (DP).

9. Drive machine according to one of claims 6 to 8, wherein the wing elements (SFi) are designed to be circular in shape, either continuously or in sections.

10. Drive machine according to one of claims 6 to 9, wherein the displacement body (VK) • has a gas turbine (GT) in its interior for driving the at least one propeller (P), • a fuel supply for the gas turbine (GT), and • an opening on its surface for an oxygen supply for fuel combustion in the gas turbine (GT), and wherein the gas turbine (GT) is connected to the at least one propeller (P) via a shaft extending to the dynamic propulsor (DP).

11. Drive machine according to one of claims 6 to 9, for driving a vehicle in a fluid, wherein the displacement body (VK) has in its interior • an electric motor for driving the at least one propeller (P), and • in particular an accumulator, wherein the electric motor is connected to the at least one propeller via a shaft extending to the dynamic propulsor.

12. Drive machine according to one of claims 6 to 11, wherein the dynamic propulsor (DP) has an inlet nozzle.

13. Method for generating thrust, having the steps of: • displacing a fluid mass flow with the fluid-dynamic displacement body (VK) of a module according to claim 1 or a drive machine according to claim 6, • inflow of displaced fluid mass flow into the static propulsor (SP) of the module or the drive machine, and • generating a force on the wing elements (SFi) by means of a pressure difference on the surfaces of the wing elements (SFi) around which the fluid flows, wherein the force has at least one component pointing in a driving direction.

14. Method according to claim 13, having the further steps of: • outflow of displaced fluid mass flow from the static propulsor (SP), • inflow of displaced fluid mass flow into a dynamic propulsor (DP) of the drive machine, in particular additionally by means of an inlet nozzle, and • accelerating the fluid mass flow that has flowed into the dynamic propulsor (DP) by means of at least one propeller (P), and • discharging the accelerated fluid mass flow as a free jet into the environment.